Fuel-economizer for engines



E. L. MINOR.v

FUEL ECONOMIZER FOR ENGINES.

APPLICATION FILED OCT. 28. 191B.

Patented Mar; 9, 1920.

EDWARD rivivnwoonivrr noa or MARFA, TE AS] Specification of Letters Patent. I

" FUEIrECONOMIZER IQR'ENGINES.

Application filed October 28, 1918,."Seria1 No. 260,055;

I To all whom/it may concern."

Be itlmown that I, EDWARD L.'M1NoR, a

citizen of the United States, residing at Marfa, in the county of Presidio and State of Texas, have invented new and useful 1mprovements in Fuel-Economizers for Engines, of which the following is a specification. a

This invention relates to fuel economizers for internal combustion engines, the object in view being to economize fuel, increase th'e'power efiiciency of the engine, and red-uce'theaccumulation of carbon deposits within the engine by supplying air in a heated condition to the intake pipe or manifold of the engine between the carbureter and the combustion chamber or chambers of the engine, said air being automatically controlled by the suctionproduced by the pistons as is well understood by those familiar wlth the art to which this invention ap eitains.

he invention relates particularly to the air controlling valve mechanism or structure by means ofwhich the engine may be 'more easily started and by means of which the engine runs with greater power and smoothness after it is started and in accordance with the varying speed of the engine as regulated by the main throttle valve of the carbureter. I

With the above and other objects in view, the invention consists in the construction, combination and arrangement of parts, as herein described, illustrated and claimed.

In the accompanying drawing Figure 1 is a side elevation showing one form of my device in its applied relation to the intake manifold of an engine.

Fig. 2 is an enlarged diametrical section through the valve structure of a modified form of the device.

Fig. 3 is a transverse sectional viewthrough the economizer certain parts being shown in elevation;

' Referring to the drawings, 1 designates the intake, manifold of an internal combustion engine, 2, the carburetor attached to the receiving end thereof, and 3( the ex haust manifold, said parts being arranged in the usual manner. I

The auxiliary air device comprises an air tube 4 which is threaded as shown at 5, adapting it to be screwed into the intake manifold 1 at the point 6 or any other convenient point between the carbureter P tent d Mar. 9, 1920;

and the engine The pipe 1 comprises an enlarged portion '7' having fiat surfaces to receive a wrench which enables the auxiliary air device to be securely fastened to the manifold and removed Qtherefrom without throwing the working parts .of the valve outfof ad ustment. The tube 4 has an enlarged and peripherally threaded flange 8 forming the lower or outer wall of a hot air chamber, the remainder of said chamberbeing formed by hollow cylin drical cap 9 which,,as shown, is-threaded upon' the flange 8'. The cap 9 is formed with an internal valve seat 10 and within the tube 4 is another valve seat 11. Working in conjunction with the valve seat 11 is a valve 12 and working in conjunction with the valve seat 10 is a second valve 13. The valves 12 and 13' are reversely disposed, or in other words, they face in opposite directions.- Both of the valves 12 and 13 are mounted upon a common valve stem 1 1 so that they work in unison; The distance between the valves 12 and 13 is less than the distance between their seats,

so that both valves can not be closed at the same time. The cap 9 is formed with a threaded air inlet nipple 15 which is adapted to receive an internally threaded strainer 16 carrying a fine meshed wire screen 17, through which air is admitted to the heating chamber 9. Arranged within the chamber 9 is an electrically operated heater comprising an insulating core 18 of tubular formation surrounding the adjacent end of the tube 4 and having radially extending air inlet ports 19 which are in line with other ports 20 in the tube 4. A resistance coil 21 is wrapped around the insulating core 18 and connected with terminals 22 and 23, the latter being connected with a source of electrical energy. The air passing through the heating chamber is thus heated before it is delivered to the intake manifold. The valve 13 is held yieldingly but normally closed by means of a spring 24, the other valve 12 being held normally open by the, same means. When suction occurs in the starting of the engine, the valve 12 is drawn against its seat, thus preventing air from passing at such time into the intake manifold. This produces a rich mixture upon which the engine starts. As the speed of the engine is increased by opening the throttle of the d itions.

its seat in proportion to the degree of suction, thereby allowing a proportionate amount of heated air to be delivered tothe manifold. Thus the device regulates itself automatically to the varying speed conditions of the engine.

Instead of employing the electric heater hcreinabove. described, hot air may be drawn by means of' a suitable hot air con nection from the exhaust manifold or pipe and directed into the nipple 15 to which said hot air connection 25' may be connected by any suitable means such as a union. If desired, the hot air connection 15 and the electric heating coil may both be used either separately or simultaneously in accordance wlth varying climatic I claim A fuel economizer for internal combustion -eng1nes, .emb0dyn 1g an air mlet tube adapted to be attached to'theint-ake nianicon Y Wrapped about the core and terminally fold of theengine, an enlarged peripherally threaded flange on said tube, a hollow cylindrical cap threaded on said flange, a valve seat, in said cap, another valve seat in said tube said valve seats being reversely disposed, valves cooperating with.

the ports of said .l'ub'; electric terniinals carried by said flange,- and a-res'istantcoil connected with said terminals.

ture. y I I EDWARD LvNN ooD MINOR,

In testimonywhereof I 'afli-X' my signa" 

